Electric locomotive



June l1, 1929. 5. MlLLER ELECTRIC LOCOMOTIVE Filed oct. '7, 1927 2 Sheets-sheet 1 W an` June 1l, 1929. M|LLER r' 1,717,058

ELECTRI C LOCOMOTIVE Filed oct. 7, 1927 2 'sheets-Shen 2 Patented June 11, 1929.

UNITED STATES SHERMAN MILLER, oF scnENEcrADY, NEW Yoax.

ELECTRIC LOCOMOTIVE.

Application led October 7, 1927. Serial No. 224,707.

This invention relates to electric locomotives, and has for an object to provide an improved form of swivel connection between the truck frame and the locomotive frame, which will be of light, compact, and durable construction; which can be readily and inexpensively manufactured; which will permit convenient access to an intermediate driving motor; which, while permitting the necessary swivel movement of the truck on curved track, will be adapted torestore the truck to normal central position, on tangent track; which will reduce, to a minimum, the wear on the bearing flanges; and which will ensure the maximum longitudinal and lateral stability of the locomotive and truck, thus eliminatingan necessity for the use of side bearings. A urther object of the invention is to provide improved means for applying currents of air to the driving motors, to cool the same.

This application is a continuation in part of an application tiled May 7, lao. 107,350.

The improvement claimed is hereinafter fully set forth.

In the accompanying drawings: Figure 1 is a side view, partly in elevation, and partly in section, of 'one end of an electric locomotive embodying the invention; Fig. 2, a plan view, showing one end of the locomotive frame, the body centre plate,l and the conduits for conveying cooling air to the motors; Fig. 3, a vertical longitudinal section, on an enlarged scale, taken on the line a a of Fig. 2, showing the improved means for sealing the swivel connection, to prevent the escape of air; Fig. 4, a top plan view of the truck centre plate and the holsters, the centering rollers being shown in assembled position; Fig. 5, a vertical section, taken on the line b b of Fig. 2, showing the body and truck centre plates, and two diametricall opposite centering rollers, in assembled posltion; Fig. 6, a side view, in elevation, of one of the conical centering rollers, the upper and the lower bearing seats being shown in section; Fig. 7, a top plan of one of the upper. bearing seats; Fig. 8, a rear end view, in elevation, showing the relative positions, on tangent track, of one of the rollers and its upper and lower bearing seats; and, Fi 9, a similar view, showing the relative posltions of the parts on curved track.

It has heretofore been the practice to em- 1926, Serial necessary stability of the superstructure on curved track, and p on uneven track. The present invention provides an improved construction, which, while relatively light, and inexpensive to manufacture, permits the necessary swivelling movements of the truck, and ensures the maximum stability of the superstructure and truck, when the locomotive is running.

A further advantage of the invention is the provision of means for supplying a cooling blast of air to each of the driving motors.

In the practice of the invention, referring descriptively to the y specific embodiment thereof which is herein exemplified as applied in an electric locomotive, a cab, 10, of the locomotive, is mounted on a main frame, comprising two longitudinal sills, 11. Each end of the-locomotive is supported on a truck, com rising three axles, 12, each provided witli a pair of wheels, 13. A frame is mounted on the axles, said frame comprising two hollow holsters, 14, which are each disposed intermediate two of the axles. Three motors, 14, are provided for each truck, one for 'each axle.

To provide for the necessary swivelling movements of the truck, the frame thereof is formed with a centre plate, 15, which is of suficient length to extend over each of the holsters. The por-tions of the centre plate disposed over the holsters, are each provided with a pair of arcuate longitudi- 1.,() nally spaced concentric flanges, 16, the arcs thereof being struck from a common vertical axis. The groove between themembers of each pair of flanges, is adapted to receive a pair of lower rollerAY seats, 17. A body 105 centre plate, 18, is secured to the sills, 11, of the main frame, and is provided, at. each end, with a pair of arcuate longitudinally spaced concentric flanges, 19, the arcs thereof being struck from a common verti- 11o seat is cal axis. Each pair of bodyV centre plate flanges, 19, is adapted to straddle one of the pairs of truck centre plate flanges, 16,

to provide a swivelconnection therewith.

the running qualities of the locomotive.

Further, the large area of contact between the truck centre plate flanges and the body centre plate flanges, provides a swivel connection adapted to efficiently withstand the heavy stresses incident to service.

It will be seen that by leaving the space, 21, between the inner flanges, 16 and 19, open, convenient access is afforded to the motor which drives the intermediate axle.

In order. to facilitate swivelling movement of the truck on curved track, and to restore it to normal central position on tangent track, four frustro-conical rollers, 22, are provided, two of which are disposed between the members of the innery pairs of swivel flanges, and two between those of the outer pairs thereof. Each of the rollers disposed between the members of the inner pairs of swivel flanges, has its axis common with the axis of a diametrically opposed rolle-r, disposed between the members of the outer pairs of flanges.

Each of the rollers ,is mounted between an upper roller seat, 20, and a lower roller seat, 17, and is provided, at each end, and on diametrically opposite sides,with lugs, 23, adapted to fit in complemental recesses, 24, formed in the roller seats. lEach roller formed longitudinally with a taper to match the longitudinal taper of the roller and transversely with two oppositely inclined planes, having angles adapted to afford the desired lateral resistance to swivelling movements of the truck, and to restore the truck to normal central position on tangent track.

In order to provide a blast of air for cooling each of the driving motors, each bolster, 14, is made hollow, comprising a bottom,l a top, two side, and two end walls.- An outlet, 25, for directing -a blast of air against the inner motor, is provided, in the inner side wall of the inner bolster, while the inner and the outer side walls of the outer bolster, are each provided with an air outlet,'26, one of the outlets being adapted to direct a lblast of air against the intermediate motor, and the other to direct a blast of air against the outer motor.

It will be seen made of substantially twice that the outer bolster is the width of the inner bolster, as through it must pass a supply of cooling air for two motors.

A blower, 27, for supplying a current of cooling air to the driving motors, is mounted in the body of the locomotive, and is driven by a motor, 28. A conduit, 29, leads from one side of the blower casing, to an opening, 29, in the body centre plate, disposed between the members of' the inner pair of swivel flanges, 19, which opening communicates with an opening, 29, in the truck centre plate, disposed between the members of the inner pair of swivel flanges, 16. A conduit, 30, leads from the opposite side of the blower casing to an opening, 30, in the body centre plate, disposed between the members of the outer pair of swivel flanges, 19,`whicl1 opening communicates with an opening, 30", in the truck centre plate,` disposed between the members of the outer pair of swivel flanges, 16.

In order to prevent the air from escaping through openings between the swivel flanges of the body centre plate and the truck centre plate, a sleeve, 31, adapted to telescope between the members of a pair of truck centre plate swivel flanges, is provided for each pair of truck flanges. Each sleeve is provided, at its top, with a laterally projecting flange, 31, the bottom face of which bears on helical springs, 31h, disposed on top of each one of the truck swivel flanges. The top face of the flange, 31a, is forced by the springs into tight contact with .the bottom face of the body centre plate.

. The invention claimed as new and desired to be secured by Letters Patent is:

1. In an electric locomotive, the combination of a main frame; a truck., comprising a frame, at least three axles, and a motor for (driving an intermediate axle; and interengaging arcuate flange members, carried by the main frame and the truck frame, through which tractive power is applied by the truck, to the main frame, said arcuate flanges being spaced apart longitudinally of the locomotive, by a distance substantially equal to the space occupied by said motor and the axle-which it drives, to provide access thereto, said arcuate flanges having a common vertical axis, and extending circumferentially through arcs of substantially 90 degrees. V

2. In an electric locomotive, the combination of a main frame; a truck, comprising a frame, and an inner, an outer, and an intermediate axle; a swivel connection between the main frame and the truck frame, comprising a pair upwardly extending, arcuate flange members, carried by the truck frame, and disposed between an inner and an intermediate axle, a second pair of concentric, s aced apart, upwardly extending arcuate ange members carried by the truck frame, and

of concentric, spaced apart,

disposed between an outer and an intermediate axle, all of said anges having a common vertical axis, and two pairs of vdepending iian'ge members, carried by the main frame, formed complementally to the pairs of flange members on the truck frame, and swivelly interfitting therewith.

3. In a railroad vehicle, the combination of a main frame; a truck frame; and a swivel connection between the two frames, comprising vertical, arcuate flange members carried by the main frame, vertical, arcua-te fiange members carried by the truck frame, and inter-fitting with the flanges on the main frame, all of said flanges having a common vertical axis, inclined bearing seats carried by the main frame and the truck frame, in confronting relation to each other, each of the seats of a confronting pair being oppositely inclined to the seat it confronts, and a conical roller disposed between each pair of confronting seats.

4. In a railroad vehicle, the combination of a main frame; a truck frame; and ,a

. swivel connection between the two frames,

comprising vertical, arcuate flange members, carried by the main frame, vertical, arcuate, flange members carried by the truck frame, and interlitting withthe flanges o n the main frame, all of said lianges having a common vertical axis, bearing seats carried by the main frame and the truck frame, in confronting relation t'o each other, each of the seats of a confronting pair having oppositely inclined bearing surfaces, and a conical roller disposed between each pair of confronting seats.

5. In an electric locomotive, the combination of a main frame; a truck frame, comprising a bolster having a side wall provided with an air outlet, and an `air duct leading through the bolster to the outlet; a blower carried bythe main frame; and a' passageway leading from the blower to the air duct in the bolster.

G. In an electric locomotive, the combination of a main frame; a truck, comprising three axles, a motor for driving each of the axles, and a frame, having at least two spaced bolsters, each disposed between two of the axles, and having an air duct, adapted to direct a current of air against one of the motors; a blower, carried by the main frame; a passageway, leading from the blower to the air duct in one of the bolsters; and a passageway, leading from the blower to an air duct in another of the holsters.

7. In an electric locomotive, the combination of a main frame; a truck, comprising at least three axles, amotor for driving each of the axles, and a frame, having two spaced bolsters, each disposed between two of the axles, each formed with an air duct adapted to direct a current of air against one of the motors; a swivel connection between the main frame and the truck frame, comprising a pair of spaced apart, concentric, upwardly extending, arcuate liange members, carried by the truck frame and disposed over one of the bolsters, a second pair of spaced apart, concentric, upwardly extending arcuate flange members, carried by the truck frame, and disposedl over the other bolster, all of said flanges having a common vertical axis, and two pairs of depending flange members, carried by the main frame, formed complementally to the pairs of flange members on the truck frame, and swivelly interfitting therewith; a blower, carried by the main frame; a passageway, leading from the blower to the air duct in one of the bolsters; and a passageway, leading from the blower to the air duct in the other bolster.

8. In an electric locomotive, the combination of a main frame; a truck, comprising a plurality of axles, a motor for driving each of the axles, and a frame having a bolster formed with an air duct; a swivel connection between the main frame and the truck frame, comprising a centre plate carried by the main frame, having a pair of spaced apart, concentric, depending flanges, a pair of spaced apart, concentric, upwardly extending ianges mounted on the truck bolster, the air duct in the bolster opening into the space between the second pair of flanges; a sleeve telescopically fitted between the members ofthe second pair of flanges, and registering with the air duct in the bolster; resilient means for pressing the upper end of the sleeve into snug engagement with the centre plate on the main frame; a blower carried by the main frame; and a passageway, leading from the blower to the sleeve.

SHERMAN MILLER. 

